transport thursday 18 02-2016 (ertms-goverde)

ERTMS: a means to an end 1

ERTMS: a means to an endTransport Thursday, Delft, 18 February 2016

Rob M.P. GoverdeDepartment of Transport and PlanningDelft University of Technology

[email protected]

ERTMS: a means to an endCapacity consumption and traffic management18 February 2016

mailto:[email protected]


Outline

• Introduction• ERTMS Level 2• Capacity consumption• ERTMS: more than a safety system• Speed advice/command• Intelligent traffic management• DAS/ATO with TMS• Developments elsewhere• Conclusions

ERTMS: a means to an end


Introduction

ERTMS has three components• ETCS: European Train Control System

Signalling and automatic train protection/control• GSM-R

Mobile communication between ‘track’ and train• ETML: European Traffic Management Layer

Not developed yet!

• ERTMS has three main levels depending on Data transmission Track-free detection

ERTMS: European Rail Traffic Management System


Introduction

• Reasons to implement ERTMS Level 2 include Interoperability Improved safety Replacement of legacy systems at the end of their life-time Improved capacity and speed Two-way communication between train and track

ETCS• Specification for state-of-the-art cab signalling and ATP with

Movement authority (permission to proceed) and corresponding track description transmitted to train and displayed in the cabine

Dynamic speed profile computation in train Ceiling speed and braking curve supervision in train

ERTMS Level 2


Track-free detection

ERTMS Level 2

GSM-R messagesPositionMovement Authority (MA)Track description

Architecture

Eurobalisefor train positioning

GSM-R

Radio Block Centre(RBC)

Marker board

ETCSOn-

Board

Interlocking

Traffic Control Centre

● Dynamic speed profile● Speed supervision


Capacity consumption

Shorter running times and separation distance • By dynamic speed profile and braking curve supervision

Train-dependent: braking not earlier than needed for specific train

Block-independent: start braking independent of block boundaries

Route-dependent: dynamic speed profile for specific route Speed-dependent: shorter braking distances at lower speeds

Operational characteristics ERTMS Level 2

switchesblock

Distance

40

km/h100

ATB ETCS


Capacity consumptionCase Utrecht-Den Bosch: infrastructure occupation

Infrastructure occupation 88.3%

52:58

HtnUt Htnc Cl Gdm Zbm HtUtl

43:40

HtnUt Htnc Cl Gdm Zbm HtUtl

9:18

Infrastructure occupation 72.8%

Current signalling (NS54/ATB) ETCS L2 with blocks ~700 m


Base situation• Existing signalling• Area: available capacity

Capacity consumptionCapacity balance

Number of trains

Heterogeneity

Stability

Average speed



Migration to ETCS L2• Capacity increase

Capacity balance change under ETCS L2Number of trains

Heterogeneity

Stability

Average speed

ETCS L2same timetable





Heterogeneity

Stability

Average speed


ETCS L2higher frequencies





Heterogeneity

Stability

Average speed


ETCS L2higher speed




• Can ERTMS help to improve punctuality another way?


Heterogeneity

Stability

Average speed


ETCS L2higher frequencies

ETCS L2higher speed


ERTMS: more than a safety systemArchitecture



GSM-R

InterlockingRadio Block Centre(RBC)

Marker board

ETCSOn-

Board



To be developed

ERTMS: more than a safety systemGSM-R messagesPosition & SpeedMovement Authority (MA)Track descriptionTimetable & Speed advice

Architecture with traffic management



GSM-R

Traffic Management Layer (ETML)

InterlockingRadio Block Centre(RBC)

Marker board

Traffic Management System (TMS)

ETCSOn-

Board


● Dynamic speed profile● Speed supervision● Speed advice


ERTMS: more than a safety system• ETCS as ATP system just gives upper bounds on speed• However, two-way communication between train and RBC/TCC

also allow advice on optimal speed Accurate positioning of trains by GSM-R (position, time, speed) Possibility to communicate speed advice or new targets through

GSM-RPossibilities• DAS: Driver Advisory System

Energy-efficient driving advice based on up-to-date timetable• DAS/TMS: DAS connected with Traffic Management System

TMS implements centralized conflict detection and resolution (CDR)

Optimal driving advice based on conflict-free target times or envelopes

• ATO: Automatic Train Operation (with TMS) (Semi-)automatic train operation based on optimal speed profile

Traffic management and train control…


Train speed advice/command

• Optimal speed profile: energy-efficient driving

DAS/ATO


Train speed advice/command

• Optimal speed profile following delayed previous train Trade-off between energy-efficiency and on-time arrival

DAS/ATO with TMS


Track TrainTMS

Intelligent Traffic ManagementWith DAS/ATO

Real-Time Traffic Plan

Traffic State Monitoring

Traffic State Prediction

Conflict Detection

Conflict Resolution

DAS/ATOInterlocking

Track-Free Detection

ETCSOn-BoardGSM-R

GSM-R


DAS/ATO with TMS

• Closed-loop between traffic management and train control

Centrally guided train operation


DAS/ATO with TMS

• DAS-C (Central): Trajectory and advice computed centrally• DAS-I (Intermediate): Trajectory computed centrally, advice

on-board• DAS-O (On-board): Trajectory and advice computed on-board

• Standardized messages already developed for each option

Architecture options


Developments elsewhere: DenmarkERTMS migration plan Denmark

Greenspeed Driver Guidance Tool

ERTMS L2

Real-time railway traffic management

ATO over ERTMS

2012 2013 2014 2015 2016 2017 2018 2019 2020 2021

Check points


Developments elsewhere: SwedenCATO over ERTMS (proposal)

CMP=CATO Motion ProfileCTP=CATO Target PointMCTP=Mandatory CTPRCTP=Restrictive CTP


Conclusions

• ERTMS is more than a safety system (cab signalling and ATP)• DAS or ATO over ETCS improves capacity consumption,

punctuality, and energy savings Even more in connection to TMS

• ERTMS specification in preparation for ATO over ETCS DAS and ATO communication based on ETCS DAS and ATO are not safety related ETCS DMI planning screen may be used

• ERTMS will generate a systems jump in innovations ERTMS as an advanced traffic and train control system This is needed to manage high-frequent heterogeneous train

traffic Lots of research still needed Don’t wait until ETCS has been implemented (as a safety

system)

ERTMS: a means to an end